Locomotive stoker



E. A. TURNER ET AL.

Aug. 11, 1936.

LOCOMOTIVE STOKER Filed Oct. 20, 1934 T lmmw RM.

Patented Aug. 11, 1936 UNITED STATES! y assessor ori-ies Surdy,

Tuckahoe, N. Y.,

assignors to The y,Standard Stoker Company, Incorporated, a

corporation of Delaware Application October 20, 1934, Serial No. 749,158 14 claims. (c1. 1%;15)

Our invention relates to railway rolling stock, and especially to stoker red locomotives. The main object of the invention is the provision in a locomotive and tender of a non-extensr ible and contractible flexible conduit system having a section mounted in the tender for longitudinal movement only with respect thereto.

A further object of this invention is the provision in a locomotive and tender of a non-extensible and -contractible conveying system comprising an end section on the locomotive, an end section on the tender, and an inextensible intermediate section universally connected at its remote ends with the adjacent ends of the named 1 end sections, one of said end sections having an unvarying longitudinal relation with its vehicle while the other end section has a varying longitudinal relation with its respective vehicle.

Another object contemplates providing resilient v means between the tender and the longitudinally movable conduit section therein, functioning to absorb the longitudinally directed thrusts and shocks.

Other objects of the invention reside in the provision of an improved tender underframe and in the particular mounting thereon of the longitudinally movable conduit section, and also of the thrust and shock absorbing means as hereinafter described, and as shown in the accompanying 3d drawing, in which Fig. 1 is a central vertical longitudinal section through the improved locomotive and tender of the invention with the stoker conduit system applied thereto, and shown partly in elevation and partly in similar section;

Fig. 2A is a transverse cross sectional view on the line 2-2jof Fig. l;A 'Y Fig. 3 is also a transverse cross sectional view taken on the line 3--3 of Fig. l; and 4U Fig. 4 is atransverse section taken on the line 4 4 of Fig. l.

A On the drawing the improved intercoupled locomotive and tender are shown with the locomotive indicated at A, the tender at B, and the coupling connection therebetween at C. This connection may be of any well known construction, permitting articulation between the locomotive and the tender and providing for the usual amount of longitudinal movement between them. 50 Fuel is transferred from the fuel bin I0 of the tender B to theY rebox II of the locomotive A by the stoker S which includes a non-extensible and -contractible exible conduit system, comprising a forwardsection I2, a rearward trough 55 section I3, and anintermediate Section, lll, The

forward conduit section I2 is rigidly mounted on the locomotive to the back head I5 of the firebox I I in communication with the firing opening I6, wherein the distributor I'I receives the fuel and propels it into the flrebox. Angle bars I3 5` and the bracket I 9, or any other suitable fastening members, may be employed vto firmly hold the forward conduit section to the backhead, or

in any other fixed position on the locomotive.

v The lower end of the forward conduit section 10 is formed with a horizontally split spherical seat 2Q as shown in Figures 1 and 4, receiving the spherical ball member 2| of the intermediate conduit section Ill, and constituting therewith between the two conduit sections a universal joint connection 22 disposed on the locomotive A and preferably beneath the cab deck 52. From the joint connection .22, the intermediate conduit section extends rearwardly to the tender B where it is universally connected at 23 tothe frontend 20 of the trough section I3. This joint connection is formed by the hollow spherical ball 24 of the trough section and the vertically split spherical clamps 25 of the intermediate section fitting over the ball 24. Rotation of the intermediate con* 25 duit section is preventedkby the circular lugl 26 on the ball 2 4 closely fitting in the groove 2l of the clamps 25. Thus, it will be understood the conduit sections are universally connected and tied together at their adjacent ends, constituting a non-extensible and -contractible flexible c on-V duit system providing articulation between the conduit section on the locomotive and the conduit section on the tender. It will be observed there is no longitudinal movement between the conduit sections.

Longitudinal movement of the conduit system as a whole with respect to the tender required when the locomotive and the tender traverse a curve, or when coupling up a train of cars, is provided by the novel mounting of the trough section I3 on the tender as now to be described. This trough section I3, positioned beneath the apertured floor 28 of the fuel bin I0 to receive the fuel 45 therefrom, is mounted in the tender for longitudinal movement only with respect thereto. Preferably, although not necessarily, it is slidably mounted on or supported from the underframe 29 by the rollers 30 loosely `mounted on bearings 3| 50 carried by longitudinally spaced transverse brackets 32, 33, depending from the trough section adjacent opposite ends thereof and arranged with the bearings for the rollers positioned slightly above the underframe whereby the rollers, 55

when mounted on the bearings, rest upon the frame.

The rollers 30 are received in laterally spaced longitudinally extending guideways formed by the parallel channel bars 34, 35. As shown, these channel bars are integral with the underframe, although channel bars separable from the frame may be employed. Each channel bar includes an upright leg 36, an inwardly directed top ledge 31 and a bottom or supporting ledge 38, which, as

shown, is formed by the top wall of the underframe 29. The rollers are guided in the channel bars, but spaced close tothe upright legs 36 whereby the legs prevent lateral swinging movement of the trough section, and likewise the rollers are fitted closely between the ledges 31 and 38 to prevent vertical movement of the trough section. There is only suflicient space between the rollers and the guideways to permit longitudinal movement of the trough section with respect to the tender." This construction of theA rollers and the channel bars provides the necessary longitudinal movement of the conduit system as a whole with respect to the tender, and it prevents the conduit sections from buckling at the universal joints 22 and 23.

In order to absorb the longitudinal thrusts and shocks which might otherwise be imposed upon the intermediate and forward conduit sections because of the movement of the trough section on the tender, resilient means is'provided between the trough section I3and the tender B, functioning to permit the required longitudinal movement of the trough section and serving as a cushioning or shock absorbing apparatus. For this purpose the underframe 29 is formed with a housing 40 longitudinally positioned and opening forwardly to receive the coil spring 4I which is also received in the complementary housing member 42 formed with the under side of the trough section I3 and opening rearwardly, so that when the trough I3 is in position, the housings 40 and 42 are telescopically engaged to enclose the coil spring. Suflicient space is provided longitudinally between the housings 40, 42 to permit/the necessary longitudinal movement of the trough section. 'I'he coil spring is under compression at al1 times, and while it serves to restrain or cushion longitudinal movement of the trough section, it will permit the required movement and function to absorb the thrusts and shocks that otherwise would be imparted to the universal joint connections 22 and 23 in operation of the improved locomotive and tender of our invention.

Fuel is conveyed through the conduit system by a. screw conveyor, comprising the sections 45, 46 and 41, universally connected at their adjacent ends at 48 and 49, the universal connections 48 and 49 being positioned respectively within the universal connections 22 and 23 of the conduit system. Any suitable drive mechanism may be used for rotatably driving the screw conveyor, preferably from the rearward end of the section 45, as well known in the art, and for this .purpose the telescopic drive shaft 5u may be connected with a prime mover, not shown, for transmitting motion to suitable gearing, not shown, within the housing 5I at the rearward end of the trough section I3.

From the foregoing, those familiar with railway rolling stock will recognize that our invention provides an improved stoker fired locomotive and tender embodying a very practical and eincient non-extensible and -contractible, exibly related conduit system secured at one end to the locomotive and at the other comprising a trough section slidably mounted in the tender for longitudinal movement only with respect thereto. This construction obviates the necessity for telescopic members between the conduit sections, thereby simplifying the conveyor organization. It has the further advantage of maintaining at all times the universal joints of the screw sections within the universal joints of the conduit sections, providing true universal movement between the screw conveyor and the conduit sections, and also avoiding the necessity for longitudinal movement of the screw conveyor in the conduit organization, thereby minimizing the abrasive or cutting action of the screw conveyor.

Various changes may be made in the structure without departing from the spirit and scope of the appended claims.

We claim:

l. In a locomotive tender, an underframe, laterally spaced inwardly opening channel bars extending longitudinally of the tender on said underframe, anda stoker conduit disposed wholly within the connes of the tender and having longitudinally spaced pairs of oppositely disposed supporting members received in said channel bars, said supporting members being related with said channels to afford movement to said'conduit longitudinally of said tender and to prevent movement of said conduit vertically and laterally of said tender.

2. In a locomotive tender, an underframe, laterally spaced inwardly opening channel bars extending longitudinally ofthe tender on said underframe, a stoker conduit having longitudinally spaced pairs of oppositely disposed Ysupporting members movably received in said channel bars permitting longitudinal movement only of the conduit, and longitudinally positioned resilient means between the conduit and the underframe. 3. In a locomotive tender, an underframe, laterally spaced inwardly opening channels extending longitudinally of the tender on said underframe, a YStoker. conduit having longitudinally spaced pairs of oppositely disposed supporting members received in said channels, the latter permitting longitudinal movement only of the conduit, and longitudinally positioned resilient means between the conduit and the underframe.

4. In a locomotive tender, a stoker conduit movable longitudinally therein, and longitudinally disposed resilient means between said conduit and the tender.

5. In a locomotive tender, a stoker conduit movably mounted therein having longitudinally spaced transverse supporting members, guideways in the tender receiving said supporting members permitting longitudinal movement only of said conduit, and longitudinally disposed resilient means between saidconduit andthe tender.

Y 6. In a locomotive tender, a stoker conduit mounted therein for longitudinal movement only with respect thereto, and resilient means cushioning longitudinal movement of the conduit.

7. In a locomotive and tender, a non-extensible and -contractible flexible conduit systeml comprising a conduit sectionvmounted in the tender for longitudinal movement only with respect thereto and a conduit section universally connected to said rst named section and extendingforwardly to and being universally mounted on the locomotive. Y

8. In a locomotive and tender, a non-extensible and -contractible flexible conduit system comprising a conduit section mounted in the tender for longitudinal movement only with respect thereto, a conduit section universally connected to said first named section and extending forwardly to and being universally mounted on the locomotive, and longitudinally acting resilient means between the first named section and the tender.

9. In a locomotive and tender, a non-extensible and -contractible flexible conduit system comprising a forward conduit section rigidly mounted on the locomotive, a rearward conduit section mounted in the tender for longitudinal movement only with respect thereto, and an intermediate conduit section universally connected at its ends to said rearward and forward conduit sections.

10. In a locomotive and tender, a non-extensible and -contractible iiexible conduit system comprising a forward conduit section rigidly mounted on the locomotive, a rearward conduit section mounted in the tender for longitudinal movement only with respect thereto, an intermediate conduit section universally connected at its ends to said rearward and forward conduit sections, and longitudinally acting resilient means between the rearward conduit section and the tender.

11. As an article of manufacture an underframe for a locomotive tender having laterally spaced inwardly opening longitudinally extending channels adapted as guides for a Stoker mounting, and including a housing for stoker resilient means, said housing being disposed between said longitudinally extending channels and opening toward the forward end of said tender.

12. In combination with av pair of intercoupled vehicles, a non-extensible and -contraotible conduit system including an end section mounted on one of said vehicles and having an unvarying longitudinal and lateral relation therewith, an end section mounted on the other vehicle and having a varying longitudinal relation therewith only, and an intermediate section of constant length universally connected at its remote ends to the adjacent ends of said named end sections.

13. In a locomotive tender, a stoker conduit mounted therein for movement longitudinally of the tender, and means disposed wholly on said tender for resiliently retarding longitudinal movement of said conduit.

14. In combination with an intercoupled locomotive and tender, the former having a rebox and the latter a fuel bin, a fiexible conduit systern for transferring fuel from the tender fuel bin to the locomotive rebox, comprising a conduit mounted on the tender for movement longitudinally with respect thereto, means for preventing lateral movement of said conduit with respect to said tender, a conduit mounted on the locomotive and being fixed thereto against longitudinal movement, and an intermediate conduit establishing communication between the first and second named conduits, said intermediate conduit being inextensible in length and being flexibly related with the first and second named conduits.

E. ARCHER TURNER. CHARLES J. SURDY. 

